Avtomobijje signal



May 2o, 1924. '1,494,599

' J. C. GELHAYE ET AL.

AUTOMOBILE S IGNAL Filed Augll i922 2 Sheets-Sheet 1 May 20 1924.

J. c. QELHAYE ET, AL.

wrofvxom SIGNAL Filed Aug. 11 w22 2' Sheetwshwt 2 Patented May 2t), llM.

raisin u w l e JOSEPHC. GELHtYF. AND LEOPOLD`A. SCHEME, `F Sl'l. PAUL,MINNESOTA.

AUTOMBILF, SIGNAL.

.application filed August itl, 195352. Serial. No. 581,141?

To all, eli/tom t may concern.'

Be it known that we, .J'osnrrr C. Gunners and Lnor'onn A. Sonnnz,citizens of the United States, residing at St. Fael, in the county ofRamsey and State of Minnesota, `have invented certain new and usefullmprovenients in Automobile Signals, of which the tollowingis aspecification.

This invention relates to pneumatically` objects ofthe invention being,to provide signaling; means et the class described which will beetlicient, easily applied, conveniently operated and compact in form.

A further object of the invention is the provision ot seniaphore signalineans, which is actuated by thepressure in the combustion chamber ofone or .more ot the cylinders ofthe motor, Jfor the purpose of securing;a high working pressure, to be thereby enabled to greatly reduce theproportions el' the pneumatically operated mechanism for manipulating`the semaphore arms.

Uur invention also resides in certain novel features oit construction,whereby the assembling et the device is greatly facilitated and theparts rendered simple, thereby reducing the cost of manufacture to amini- .lnunt Y A. urtheiobjcct of the invention is the provision oitsignal .means which may be operated from the drivers position, andwhereby the driver of a following ear may `be warned by tail sipjnalsthat the car is about to stop or back up, and by semaphore signals thatthe car is about to turn either to the right or lett, all of saidsignals being operatively connected with a central power controllingsource under the control of the operator. Other objects and advantagesoi the invention,` includingr certain novel details of construction,will he pointed out as this specilication progresses, `the `inventionconsisting); in the construction, combination and arrangement oi partshereinafter described and claimed.

In the drawings 'forming a part of this speci tication Figures l and 2,are elevational views of the component parts oil" the composite housingfor the semaphore arm actuating mechanism. i

Figure 53, is a sectional view on line 3-3 ot Figure l.

Figure Il, is a sectional view on line l--a of Figure l..

Figure 5, is a perspective view of the detacliable cylinder head,forming part et the arm actuating mechanism.

Figure 6, is a perspective view of this switch box.

Figure 7, is a sectional view on line 7*-7 of Figure 6, showing a sideView of one of the switch units mounted in the switch boX.

Figure 8, is a plan view of said switch unit, the bei; not being shown.

Figuret), is a sectional view on line 9w-9 oit Figure 6, showing oneoit' the air or gas controlling units mounted in the switch box, the boxbeing' partly broken away.

Figure l0, is a top view oit Figure 9, a part thereof being shown insection on line 1()-- 10 of Figure 9.

Figure ll, is a itraginentary view oit the rear side of the switch unitshown in Fig ure 7.

Figure l2, is a trent view of the switch unit, shown in Figure 7, theunit and the box beingI partly broken away.

Figure 13, is a view et a part ot one ot the air or gas controllingaunits, showing one of the parts in the side ot the valve plug.

Figure la, is a sectional. view on line lim-14 of Figure 13. i

`Figure 15, is a side view of a spark plug shown partly in section,showingy the man-- ner of communieating,r with the combustion chamberthereof.

Figure 16, ,is a vertical sectional view of one torni of automuzic airpressure controlling,f valve used in connection. with our invention.

Figure 1'?, is a view ot the inside of one of the fork members of thesemaphore arms.

`lllilgure 18, is an end view of the fork of the sha-tt supporting;` thesemaphore arms.

Figure i9, is a perspective view ot the terminals of `the `gas supplypipes :tor the semaphore arms actuating mechanism.

Figure 20, is a perspective view ot one ot' the supporting` brackets forthe semaphore housing4 on the automobile.

Figure E21, is a diagramma-tie view showu ing the invention complete,including` its connection to the spark plug; and

Figure 22, is a diagrammatic perspective Ll O view, showing in a generalway, the relative location of the parts with respect to the car body andwind shield.

In the drawings (Fig. 1 designates the semaphore arms, which latter areswingably mounted respectively upon the semaphore housings, 2, which inturn are ad`- justably mounted on the automobile by means of thebrackets 3 (Fig. 20).

In the drawings, the arms are shown mounted on the wind shield et, whichlatter is here diagrammatically shown for convenience, as beingsupported on the chassis frame 5, carrying the steering column 6, whichin turn carries the steering wheel 7.

The invention further comprises a switch boX 8, preferably mounted in asuitable manner on the steering column and which contains air andelectric current controlling devices for the signals and constitutes acentral distributing source, a reserve air tank 9, located between themotor and the switch box, is connected by means of the air conduit 12,with the spark plug 11, of the motor, and the air controlling mechanismwithin the switch box.

The invention further comprises a rear signal element 13, havingelectric connection with the switch units 14 in the switch box. Thehousing 2 is split vertically to form the halves 2 and 2, which areadapted to be bolted together as by the bolts 15, to form a compositecasing, having a vertically disposed cylindrical lower shell portion 16,from which extends laterally, preferably at the top thereof and at rightangles thereto, the cylindrical hollow branch 16. The upper portion ofthe casing eX- tends outwardly at va point opposite the branch 16 beyondthe cylindrical housing portion, said extension being formed with spacedside walls 17 and 17 respectively, which walls are parallel with thecentral joint formed by the two halves of the housing, and are formedwith aligned bores 17 wlnch bores extend at right angles to said wallsand rotatably support the shaft 1S. The ends of said shaft are flushrespectively with the outer sides of said walls, each end havingradially disposed aligned lugs 18', extending outwardly therefrom.

Supported by said shaft is the semaphore arm 1, formed with ahollow'shank 19 having a forked lower end, which end is composed of flatparallel side members 19 and 197, adapted to loosely embrace the uppercasing portion between them, and fit slidably respectively over the endsof the shaft. The side members are formed upon their inner sides withlongitudinal grooves 2O and 20 respectively (Fig. 17), said groovesbeing adapted to slidably receive the lugs 18', whereby the semaphorearm is nonrotatablv attached to the shaft. To hold the armremovablypositioned on the shaft, the screws 20" are employed, which latterextend, respectively, through said side members and are threaded in theends of the shaft. llemovably secured to the shaft as by means of theset screw 21, is the drum 22, to which is anchored at 22 the coil spring23, the other end of said spring being anchored at 253 in the wall 17 ofthe casing. Under stress of this spring, the semaphore arm is yieldinglyheld in vertical position, the casing 2 being formed with an upstandinglug 2lto function as a stop therefor, and the outwardly extending lug 25to function as a stop for said arm when the latter is in outswungposition.

Interiorly, each of the component .menibers of the casing is formed witha vertically disposed rib 26, extending inwardly from the wall 17 and atright angles thereto, and vertically at right angles to the shaft 18,and in parallelism with the axis of the cylindrical casing portion 16.These ribs are disposed approximately central of said cylindrical casingportion, and are located between the shaft 18 and the branch 16, andextend short of the full depth of the component casing portions, tothereby form a slideway 27, as indicated by dotted lines in Figure 3,when the housings are in assembled position.

The casing members are further formed with a transverse wall 28,extending at right angles to the axis of the assembled cylindricalcasing portion, to form, when the casing members are assembled, anabutment having a circular recess 29 in its under side, and a circularaperture 29 concentric with said recess, said aperture being oilsettoward the shaft 18 relative to the axis of the cylindrical casingportion. Fitting removably at its top into said recess, is the cylindershell 30, the lower end thereof being closed by the removable cylinderhead 30. This cylinder head is slidable in the cylindrical portion ofthe easing, and is engaged by the set screw 30 threaded in the bottom ofthe casing, whereby the cylinder shell il() may be firmly held inposition within the casing.

The cylinder head is formed with a port 31 communicating with theinterior of the cylinder and opening into the cylindrical casingportion. On its upper surface, adjacent to the cylinder, the cylinderhead is formed with an undercut lug having a vertically disposedthreaded opening 32, which opening is in vertical alinement with theport 31. The lugT is cut away as at 33, to permit the supply conduit orpipe 34 to be entered sidewise into the openingr thus formed, said pipebeing formed with a head 84; adapted to be slipped into the undercut ofsaid lug and rest upon the seat 34 surrounding the opening of said portto form an airtight connection therewith. The pipe is surrounded by thegland Lacasse nut 35, threaded into the opening 32 and engaging' withthe head 34', whereby the latterl may be lirrnly forced against the seat34. Thus we secure a readily reinovable connection whereby air may be`con ducted into the cylinder at the lower end thereof, the pipeextending laterally through the branch 1G and to the spark plug l'l(Fig. l5). The connection at the spark plug as here shown, comprises athreaded L, threaded into the side of the spark plug din a. manner tocoi'nmunicate with the comw bustion `chamber 3G thereof, which in turncommunicates with the combustion chamber o'lf the cylinder, `not shown.`Thus the pressureordinarily generated in` the combustion chamber, bothduring the compression stroke off the piston and at the moment ofignition, is communicated to the interior ot' cent to the periphery olthe drum Q2. The

upper portion of the piston rod is preterably ot squared cross-sectionand is adapted to slide with one ot its flat sides against the ribs26,an`d carries the guide pin 39, which latter traverses the guideway2'? between said ribs 26.

Extending from the abutment formed by the walls 28 (or what may betermed the upper cylinder head) to the top of the piston is theeXtensile coil spring 40, whereby the piston is constantly urgeddownward.

Attached at one end to the top of the piston rod, is the pull `member orstrap 41, which `strap winds partially around the periphery ot the drinnand is formed at its .tree end with ahead 4l. The pull member extendsslidably `through an eye iQ/(Fig. 3), which extends from the peripheryof the drum and engages with said head. Obviously, responsive to theactuation of the piston, the drum will be revolved through the medium ofthe pull strap until the semaphore arm engages with thelug 25, wherebythe upward movement of the piston is restricted.

It is to be noted that, by the use of the high pressure generated in themotor cylinder, we are enabled to successfully oppose the spring 23,which latter is suiiiciently strong to return the semaphore arm toinormal position.` Further,` owing to the sliding movement of the pullmember in the eye 4Q, the semaphore arm may be promiscuouslymanipulated, as by `meddling` children, without a corresponding movementof the piston. This affords animportant advantage over a structurewherein the piston is connected to move with every movement ot thesemaphore arm, it having been 'found that promiscuous handling` oli thedevice places undue strain upon the piston parts, -.trecpientlyrendering them inoperative.

For the purpose oit controlling actuation of the piston from the driversposition,

the hand operable gas or air controlling' unit 43 is provided, therebeing one unit for each semaphore arm. These units are mounted in theswitch box 8, which latter may be mounted on the steering column or theinstrument box, `as desired. cated in Figure 9 ot the drawings, eachunit comprises a flat vertical plate or :frame 44, extei'idinginteriorly transversely of the elongated switch box, and having slidablymounted thereon, the push rod 44. This push rod slides parallel with andlongitudinally of the frame and extends through the front wall of theswitch box, and is provided at its forward extremity with a push button45, said button being adapted to carry an identification mark toidentity it with the specific semaphore arm with which it is operativelyconnected. Between the push rod and the baseof the trame and rotatablein a plane parallel axially with said push rod, is the valve plug 46,said plug being preferably integral with the 'atchet wheel46, the. teethot said wheel being engageable by the pawl 47 carried by the push rod.

A spring arm 47, secured to the push rod and resting under stress at itsfree end on the pawl, urges `the latter downward against. the ratchetwheel, so that when the push rod is actuated, the ratchet wheel may bemoved through a partialrpvolution, the push rod being returned ltonormal position by the contractile spring 48. Thus, the ratchet wheelmay bc moved through a step by step movement by a depression oi thebutton 45. IThe valve plug is formed cen trally with three radialsymmetrically disposed ports 49, which ports are in open communicationwith one another centrally ot the valve. y

The trame 44 is formed with an inlet port 50 and a discharge `port 51,said ports being disposed in a manner to register respectively with anytwo of the three radial ports 49, responsive `to the movement of saidratchet wheel to any one of three positions to which it .is movable bythe depression of said As indi- Bti of the supply conduit34 vto thesemaphore actuating mechanism' in the casing, as hereinbefore described.The inlet port 50 has connection by means of the inlet conduit 52 withthe pressure tank 9, which tank is provided to function as a reservepressure supply, tov permit the signal device to be operated areasonable period of time when the motor is inactive. This reservepressure is accumulated by means of the check valve 53 (conventionallyshown) connected into the line of pipe 12. It will be noted, that thepipe 52 (Fig. 21) supplies both air controlling units. Ve have foundthat the more or less extensive variation of pressure in the cylinder,causes a corresponding variation in the actuation of the semaphore arm,which is undesirable and more or less destructive of the parts.

To secure a uniform movement of both signal arms, we provide theautomatic pres sure regulator 54, which is connected into the conduitline 52 so that the air or gas must pass therethrough. It is to beunderstood, that any conventional form of pressure regulator may beused, the form here shown consisting of a valve body having anelliptical chamber 54', which chamber is divided by a diaphragm 55,against which a variable pressure is applied by means of the spring 55'extending between said diaphragm and the piston 56, said piston beingscrew fed by means of the threaded stem 56' threaded in the top of thevalve body, said stem having a suitable hand wheel to be actuatedthereby. Below the diaphragm, the valve body is formed with an inletport 56" and an outlet port 57, said outlet port being in opencommunication with that part of the chamber 54' located beneath thediaphragm and with the inlet port 56".

Located between the inlet port and the discharge port 57 and firmlysupported on the diaphragm, is the valve 58, adapted to seat on the seat58' between the inlet and outlet ports. The valve may be described tooperate as follows: As the pressure enters the port 56", the pressurewill pass the valve and willy enter the lower half of the chamber tofill same and discharge through the outlet'l port 57. Obviously, thepressure on the upper side of the diaphragm may be regulated by changingthe tension in the spring 55. Should the gas or air pressure stantlyoperating under a uniform pressure, the best working pressure beingfound by trial.

For the purpose of permitting the semaphore arm to be promptly returnedto nor- T mal position, we provide the ports 59, sunk in the surface ofthe valve plug 4G, and the port G0, sunk in the wall of the bore whereinthe valve plug rotates. As is best shown in Figures 13 and 14 of thedrawings, the port 59 is formed with a terminal 59', located in theplane of the radial ports 49, and located equidistantly between theopenings of said radial ports; and a terminal 59" offset from the planeof said radial ports, but in lateral alinement with the opening of thenext adjacent radial port, relative to the port 59', there being oneport 59 between each of the openings of said radial ports.

In operation, it being assumed that the semaphore arm is in outswungposition, and the ports are positioned as indicated in Fig- `ure 9, andit is desired to return the arm to normal position; the push rod isdepressed to the extent of one tooth of the ratchet wheel, whereby theterminal 59 is brought into communication with the port 51, While theterminal 59" is brought into open communication with the port 60 in thewall of the bore. Obviously, the pressure in the cylinder will exhaustthrough the port 60, as indicated by the arrow of Figure 13, thuspermitting the arm to be raised through the medium of the spring 23. Afurther actuation of the push rod to the extent of another tooth of theratchet wheel, will again bring two of the radial ports 49 intocommunication respectively with the ports 50 and 51 to repeat a signalgiving operation.

`Thus, we provide a novel and effective means for controlling thedistribution of air to the signal device, in combination with automaticregulating means for instantly securing a fairly uniform workingpressure.

By constructing the casing in halves as de scribed, assembling of thedevice is greatly facilitated, and a dust proof, compact casing issecured. To remove the cylinder 30 it is only necessary to partiallywithdraw the screw 30" to permit the cylinder head 30 to be liftedbodily edgewise out of the casing, the conduit 34 having been previouslydisconnected by unscrewing the gland 35 to permit the conduit to slipthrough the gap 33 in the undercut lug.

By this novel construction, manufacture of the parts is greatlycheapened. Further, by forking the semaphore arm as described, andmounting it on the shaft 18 so that the removal of the screws 2O willrender the arm removable from the casing, convenient access to thewiring extending through the shank of the arm is had. Mounted preferablybetween the air controlling units 43,

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are the electric switch units 14. Each of these units are `electrically.connected by means c'l' the spring contacts 61 and 62 with the rearsignal element 13.

The rear signal element comprises preferably, a rectangular box dividedinto an upper and lower compartment by a central wall 63,diagrammatically indicated in Figure 21. The front wall oil said boxconsists preferably, of a transparency extending over both upper andlower chambers to form a closure therefor, and which may be made ofglass or other transparent material; saidfclosure bearing legibly thewords Stop and Back, one over each ot said compartments. Within saidcompartments are the electric lamps 64 and 65, respectively; said lampshaving electrical connection with the main conductor 66 leading from thebattery 67. The circuit for the lamp may be described as leading fromthe battery, to spring arm 161, through the unit 14, to spring arm 62,to conductor 68,' to lamp.

The circuit for lamp 64 may be described as follows: from battery tospring contact 61, 'through unit 14, to spring arm 62', to

conductor 69, to lamp, to battery.

Referring now to Figures `7 and 8 in the drawing, which representrespectively a side and top View of the electric switch unit 43, botho'l which are of substantially similar construction, 70 and 71 designatebinding posts supported by means of the bolt 71 on the supporting `trame72. These binding posts are connected respectively `with the springcontacts 61 `and 62, the latter being separated by insulation block 73,and being insulated from the bolt by the insulation members 711 and 75.The frame 72 is mounted in the switch box in lateral alinement with theframe la of the air controlling unit, and rotatably carries a ratchetwheel 76, substantially similar to the ratchet wheel 46', hcreinbeforedescribed.

The frame is also provided with push rod mechanism substantially similarto the push rod mechanism shown and hereinbefore described for the aircontrolling unit, whereby the ratchet wheel may be actuated, the partsbearing the same reference numerals. The ratchet wheel is mounted on ashaft or bolt 77, which is preferably longitudinally in alinement withthe valve plug 4:6 when mounted inthe switch box. Rigidly mounted onsaid shaft is the commutator disk 78,

preferably made of vulcanized liber, or other insulating material, saiddisk carrying on its periphery and sides, three symmetrically positionedcontact plates or members 79, each of said members extending across theperiphery and slightly down oppositesides thereofl The spring armcontacts 61 and 62 are so positioned on the frame, as toengage understress opposite sides of said disk at a point in the path of said`contact plates, so that when the disk is caused' to be rotated, as bymeans or' the push rod mechanism, the two Contact arms will engage theplates progressively to close the circuit, as is best shown in Figures 7and 11. The disk is so positioned on the shaft 77, relative to theratchet wheel, as to close the circuit with each alternate push rodmovement. The push rod button of each of the units carries an indicatingletter such as S and B (Fig. 6), to indicate to the driver which of thelamps in the tail signal he is operating. As shown in Figure 21, thelamp 65 illuminates the transparency inscribed with the word Stop, whilethe lamp 611 illuminates the transparency inscribed with the word BackFor the purpose of visibly indicating whether or .not either of thelamps 64; and 65 at the rear of the car are energized, we provide, inconnection with the electrical switch unit to be actuated thereby whenthe latter is actuated` auxiliary signaling means contained wholly inthe switch box and visible romthe drivers seat. This auxiliary meanscomprises. a stand 80, upon which is mounted the horizontally disposedpivot rod 81, extending at right angles to the shaft 77, upon which ispivotally supported a reciprocating member comprising a thin, fiatsignal arm 82, extending immediately adjacent to the inner side of thefront wall of the switch box and adapted to cover the opening 83 in saidwall when moved to a predetermined degree about its pivot.

Preferably integral with the arm is the upwardly extending linger 84,said finger being positioned in the path of the knees 85, secured to theouter side of the ratchet wheel 76. i As shown in Figure 12, the knees,which constitute cams, are inclined in the direction of rotation of theratchet wheel, while the finger 84; is accordingly bent to facilitateriding over said knees during actuation of the latter.

A spring 86, urges the signal arm constantly downward, so that when theratchet wheel has assumed the position shown in l Figure 12, the signalarm will be in unexposed raised position. When the ratchet wheel iscaused to be moved to the extent oi. one tooth, the linger 8a will restagainst the face of the ratchet wheel, as indicated by line dotted linesin Figure 12. and the arm 82 will be exposed to view through the opening83, at which time the circuit will also be closed as indicated in Figure11. Thus, the face of the signal arm will be in register' with theopening 83 and be exposed therethrough. The face of the arm is providedwith a phosphorescent mixture to render it visible in the dark, so thatthe driver may know that the light in the rear signal element is on oro', as the case may be, there being an auxiliary signal device for eachelectric unit.

Referring to Figure 1, 87 and 88 designate binding posts adapted toreceive electric conducting wires 87 and 88', respectively. Secured tothe post 88 is the conduct'or wire 89 (Fig. 2), connected with a contactplate 90, located on the inside of the casing member 2 and insulatedtherefrom, and 'spaced slightly from the partition wall 28 therein.Secured to the wall 17 of the casingmember is the segmental insulatingplate 91, overlying which is the thin, metallic contact plate 92, saidcontact plate being formed with an integral spring arm contact 93, saidarm extendin at right angles to the piston rod 381 an beyond same to apoint immediately adjacent to the contact rplate 90 and adapted to rest,under stress.

thereagainst.

Carried bythe piston rod is the pin 94, adapted to engage with thespring arm 93 to normally' hold the latter disengaged from said contactpoint, as indicated in Figure 2, when the piston 37 is in its normalinactive position. In operating, when the piston actuated, the pin 94will disengage the spring arm to permit the latter to contact with the4plate 90 to close an electric circuit.

Mounted on the shaft 18 (Figs. 1 and 3), is the arm 95, made ofinsulating material, and carrying at its outer extremity the springcontact 96, said contact normally resting, under stress, upon theinsulating plate 91, but being adapted, when said shaft is caused to berotated, to engage, under stress during rotation, the contact plate 92to close an electric circuit.

Referring to Figure 18, the shaft 18 is formed with* a longitudinalgroove 97, through which the electric conductor 98 (Fig. 3) is adaptedto be strung, so that the wire may lead in the direction indicated bythe arrows in said groove and upwardly in the groove 2O of the member 19of the semaphore arm, and through the shank 19 thereof, to the electriclamp 98 in the head of the semaphore arm. ,The wire 98 extends throughthe insulating arm, as at 99, and has electric connection by means ofthe screw 99 with the spring contact 9G, so that when the latter isengaged with the contact plate 92, current may flow'through theconductor 98 to lamp 98', to conductor 98 in the groove 21 of the forkmember 19', to binding post 87, to conductor 87', to battery.

It will be noted, that when the piston is in its normal inactiveposition, the spring arm contact 93 is disengaged from the contact plate90, so that when the semaphore arm is inadvertently pulled intosignaling position, the semaphore light circuit remains open, whereby weare enabled to con-` serve the batteryl for the light circuit, as

distinguished from semaphore signals wherein the light circuit remainsunbroken during operation of the semaphore arm.

le have also taken advantage of the construction of the ordinary primingspark plug, the elbow 12, shown in Figure l5, being threaded into theusual threaded opening present in nearly all priming plugs.

We claim:

l. A device of the class described, embodying a casing, a semaphore arm,mechanism carried by said casing for actuating said arm, said mechanismincluding a rotatable shaft to which said arm is rigidly secured, andmeans, including a reciprocatory piston rod, responsive to the force ofcompressed air, for rotating said shaft to effect a signaling operation,conductin means connected with a source of compresse air for supplyingthe aforesaid means, manual valve mechanism in connection with saidconducting means for controlling the air supply, and means forconstantly urging said semaphore arm to non-signaling position, saidfirst named means including a yielding connection between said shaft andpiston rod, whereby said first named means is rendered operative solelyto move said arm to signaling position.

2. In a device of the class described, embodying a casing, a movableart, mechanism in the casing operative y connected with said part toactuate it when said mechanism is actuated, said mechanism including acylinder, a piston slidable therein, and a connection with a source ofair pressure to actuate said piston, means for arbitrarily rendering theair pressure effective or ineiiective, said means including a framehaving ports, a rotary valve having ports, said valve being rotatable insaid frame to bring its ports into communication with the ports thereof,responsive to an initial rotary movement of the valve to admit air tosaid cylinder, and other ports in said valve and frame adapted tocommunicate with said first named ports of the frame, and with theatmosphere by a subsequent rotary movement of said valve.

3. In an automobile signal device of the class described, in combinationwith a spark plug havingr a combustion chamber, of a casing, a partswingably mounted on said casing, mechanism within the'casinfzoperatively responsive to the torce of compressed air for swinging saidpart to signaling position, said mechanism including a cylinder` apiston slidable therein, and an air conduit having an air control valveintermediate its 'terminals7 one terminal thereof communicatingwith theinterior of said cylinder and the other terminal thereof communicatingwith the combustion chamber oi said spark plug for the purpose setforth.

with

inea-,tee

4C. lin a direction signal for automobiles, the combination with a sparkplunp having a combustion chamber, and the motor, ot signaling means,actuating means therefor adapted to be actuated by the pressure frenMerated in the combustion chamber ot said spark plug when the motor isactive, said y actuating means includingr a cylin der, a pis-- tonslidable therein, a conduit communicating With the combustion chamber otsaid spark plug and interior of said cylinder, and an air control valvebetween said spark plug and cylinder, said valve comprising' a tramehaving` spaced ports in open communication with said conduit, a rotaryvalve having' ports adapted to communicate with 'the aforesaid ports toform a continua-tion ot said conduit, When in one position, and otherports in said frame and valve adapted to communicate with the aforesaidports responsive to a subsequent movement of said valve to anotherposition, to break the continuity of said conduit and open the latter tothe atmosphere.

In a direction signal device :For automobiles, the combination with aspark plusr having; a combustion chamber communicatH ing with thecompression chamber of the motor, oi pneumatically actuatable signalingmeans, and controlled manual compressed air distributing meansoperatively connected With said signaling" means for arbitrarilysupplying compressed air to the latter to actuate it, when thev motor isactive, said signaling means including a cylinder, a piston slidable insaid cylinder, and a con duit in open communication with the interior ofthe cylinder and leading to said spark plugcombustion chamber and beingin open communication with the latter.

6. In a device of the class described in combination, ol pneumaticallyactuated sip;- naling means including a cylinder, an arm, a pistonslidable in said cylinder having), opcrative connection With said arm toactuA ate the latter when said piston is slid, manual controlled airpressure distributinnr means operatively connected to said signal ingmeans for arbitrarily supplying; air

pressure to said cylinder to move said pi` ton and havingl connectionwith a. source of varying pressure, said connection includingautomatically actuated. pressure regulating means.

i'. 'in a device oi? the class described in combination, of sianaline,rmeans adapted to be actuated by the pressure generated by the burning,eases in the combustion chamber ot an automobile motor cylinder, saidmeans having operative connection with the combustion chamber of a motorcylinder to be actuated by the pressure generated therein by tbe burninggases during motor activity, valve mechanism ior arbitrarily cutting oftthe pressure supply from said signaling means, a reserve pressure tankbetween said valve mechanism and the motor and check valve between thepressure tank and the motor for the purpose set forth.

8. In a device oli the class described in combination, of pneumaticsignalingn means operatively connected by means of a conduit with thecombustion chamber or the spark plug' of an automobile motor to beactuated by the pressure created therein by the compression stroke ofthe motor, manual controlling means for cutting; oil said pres* sure torender the signaling means inoperative, said controlling,r meanscomprising in part, manual mechanism for effecting a step by stepmovement whereby said. conduitmay be opened to the atmosphere with eachalternate movementl ol said step by step mechanism.

9. A. direction signal for automobiles, comprising fluid-operated signalmeans, and means for controlling the supply et 'Huid pressure to saidfirst means including,r a multiported valve, a reciprocatory actuator.tor the valve, and means operable by the actuator 'for bringing theports of the valve successively into operative relation to the firstmeans upon alternate reciprocations of said actuator and intoinoperative relation upon other reciprocations of the actuator.

l0. il. direction indicator comprising a cylinder, a head thereforhaving a laterally disposed fluid pressure port and a lug overliangingthe port and formed With a threaded opening, means for controlling thesupply oil- Huid pressure to the cylinder, a conduit connecting themeans to the cylinder port, and a clamp nut member engaged in thethreaded openingl of the lug to clamp the adjacent end of the conduit inthe port of the cylinder head.

ln testimony whereof We ax our signa tures.

JOSEPH C. GELHAYE. LEUPULD A. SHENZ.

